THE SETOFF G November/December 2002 G Page 1

THE OFFICIAL PUBLICATION OF THE NORTH AMERICAN RAILCAR OPERATORS ASSOCIATION (NARCOA) November/December 2002 Volume 16 - No. 5

Lunch stop at Edon, Ohio on the Indiana Northeastern Railroad excursion, 18 August 2002. Kenneth Huffines’ MT19 in the lead.

Inside: President “Rail Dawg” ...... 2 Bell Fix ...... 9 Election Participation ...... 4 Chicago BoD Meeting ...... 10 Insurance Update ...... 4 Trip Reviews ...... 12 Website Update ...... 5 Want Ads ...... 23 NARCOA Forum Postings ...... 6 Excursions ...... 24 NARCOA News ...... 8 Vintage ...... 28 Page 2 G THE SETOFF G November/December 2002

President “Rail Dawg”

Please submit Hello, I’m Tom Falicon or “Rail Dawg,” and I am your new NARCOA materials president! I was elected at the October board meeting by a majority of votes from your Area Directors. I live back in the hills of Western North for the January/February issue of Carolina with my wife Magdalena. I have a little machine/fabricating THE SETOFF shop where I rebuild motorcars and do some small contract jobs. My by December 28 background is in designing and manufacturing high performance crank- as follows: shafts for mostly Japanese racing motorcycles and hot street bikes. The company that I founded and ran manufactured and sold crankshafts, Classified Ads clutches and connecting rods worldwide. You may have seen the most Excursion Announcements Bill Coulson visible evidence of my work if you have ever watched any NHRA Profes- 2101 Westview Court sional Drag Racing on ESPN. My crankshafts continuously win and get Modesto CA 95358–1091 runner up at every NHRA Event in the Pro–stock motorcycle class, and [email protected] once again the NHRA World Championship has been won with my crank design in Angelle Seeling’s, Star Racing/Mohegan Sun Bike. I sold the Letters to the Editor crank company a few years ago and so have freed up some time that I All other Materials can now use to work with our organization. I am an accomplished ma- Photos chinist, fabricator, heat treater and precision welder as well as perfor- Jan Taylor mance equipment designer. I hope I can incorporate these skills in help- 917 Park View Way Missoula MT 59803 ing any of you that may have questions relating to any of these fields. [email protected] But that is enough about me. As I write this, the North Carolina hills are ablaze with their fall colors, and it is time to start changing the oil in the equipment to a lighter weight and start thinking of some in- door jobs for those few icy days that we have here. Just as the seasons are changing, so is our organization. As the number of members in- creases so does the job of keeping the group informed, safe and happy. I realize this is a big undertaking, but I feel the Board and I are up to the job! In the past years as Area 4 NARCOA Director I have seen all sorts of problems arise that many of us have never even thought of before. Cover Photo Some of these issues are very complex and have no easy or fast an- swers, but with all of us working together, rather than against each other, I think we can make some positive changes. I plan to be easily accessible to all of you, and I will give you direct answers to your ques- Ken Huffines photographed tions. These answers may not be what you want to hear, but they will his MT19 on the be straight forward and truthful. Neither the board nor I have any time second annual NARCOA for idle chatter, unsubstantiated facts or name calling. The Board of excursion over the Indiana Northeastern Railroad

Tom Falicon on velo at Great Smoky Mountain Railroad 2002 Railfest. THE SETOFF G November/December 2002 G Page 3

Directors, the Committees and I are all working together on our own Submitting Materials volunteered time to try to keep this organization and it’s hobby alive for Publication and well for many years to come. One of the best ways is for all of you to Our editorial policy is to publish in THE get involved and help us is by getting to know your Area Director. There 1SETOFF all materials received, although may be many reasons you may have elected your Area Director: 1) he they may be subject to editing for space considerations. has gained your trust; 2) you may agree with how he feels about many issues; 3) you feel he’ll represent your thoughts and concerns more than Photos and materials submitted for publi- 2cation in THE SETOFF cannot be re- the other candidate; 4) he is a good listener and seems to understand turned, because they are archived. your ideas or problems; 5) you may like his spaghetti sauce (which is Letters to the Editor of the THE SETOFF the case in my Area 4). If you did not choose your Area rep for any or all 3will not be published unless they are signed, of the first four items listed, then our organization cannot perform as it and a phone number is indicated. This per- mits THE SETOFF Editor to authenticate was designed. You all have a voice at every NARCOA Board Meeting that a letter is written by the person sign- whether it be at the Chicago meeting or an on-line meeting—that voice ing. The letter writer can, however, request is your Area Director! He is your link to the workings of our group. You that his/her name not appear in THE SET- OFF; “Name with held upon request” would may not believe this, but it is true. Taking the initiative to express your appear in such instances. feelings to your Area Director will result in changes that you may have Submit either black and white or sharp, color never thought possible. The Area Directors have agreed to be as acces- 4prints for publication. Please label the back sible as possible by phone, email or the postal service. They have agreed of the picture as to its subject matter and photographer. Do not send slides. to try to keep you more informed of issues than in the past. I will also be doing my part by trying to inform you of more issues by way of the We cannot publish copyrighted materials 5such as photos, posters, cartoons or articles SETOFF. The Board of Directors and I ask you to please work with us so without written permission from the author we can work for you. We are not an evil monster that only meets to or publisher. Sender must provide written make your life harder. We are a group of people that work on our own permission at the time of submission. time to insure we all have a hobby to enjoy each year. The next person Excursion stories, technical articles, and 6lengthy submissions should be typed or in our link to keeping our group functioning and moving forward is the printed. Ads, meet notices and short articles Excursion Coordinator. Excursion coordinators across the land work may be handwritten. Please include your their tails off to try to give you an event that is fun, safe and worth phone number with your submission––even with E–mail––in case we need to clarify driving to. Organizing and running an excursion is one of the toughest something we don’t under stand. and sometimes most thankless jobs a person can have. Contrary to popu- Send materials to THE SETOFF editor lar belief, it doesn’t pay well, it takes long devoted hours and it includes 7by the 28th of February, April, June, Au- many futile attempts at various operations. It is also very unnerving to gust, October or December for publication the following two–month edition. be responsible for all those attendees who will be riding the rails and passing over endless traffic–filled grade crossings throughout the day. The Excursion Coordinator has taken on another responsibility, and THE SETOFF that is to be a sounding board for any problem you (the excursion at- Volume 16 Number 5 tendee) may have. The Excursion Coordinator or possibly one of his THE SETOFF Jan Taylor assistants must be informed of a problem if you expect the problem to Editor 917 Park View Way Missoula MT 59803 be addressed. Talking to the hosting railroad, or anyone else who will [email protected] listen, serves no purpose other than to “stir the pot,” cause ill feelings THE SETOFF Ernie Jeschke and possibly make it harder for future runs to happen on that line. Our Publisher 4106 N. Adrian Hwy. Adrian MI 49221 organization has rules and policies in place that insure that the mem- [email protected] bers, the meet coordinators, the committees, the Board of Directors and NARCOA Joel Williams yes, even the President are all treated fairly and also that they all treat Membership Box 802 each other fairly. If you feel that there has been unfair treatment please Lock Haven, PA 17745 joel.williams@ do not just “stir the pot!” Follow the chain of order listed above and let’s horizonpcs.com see if your problem can get solved and not just bantered around end- THE SETOFF is the official publica- lessly, injuring and offending many in it’s path. OK, I’m going to step tion of the North American Railcar Op- down off my crate of oil and inform you of a few more items of note and erators Association (NARCOA) and is published bimonthly to promote safe op- let you get on with your lives. eration of railroad motorcars and to There will be a new column “NARCOA NEWS” in the SETOFF. This encourage fellowship and exchange of column will be written by me or any of the other directors or committee information among motorcar enthusi- asts. Membership in NARCOA, which in- members. It is to inform you of what is happening at this time in our cludes a subscription to THE SETOFF, organization as far as rule changes, policy changes, legislative issues is $24 per year and is available from Membership Secretary Joel Williams. or other issues (that are not private and of concern to only one person). Please address all membership inquires This column may not appear in every issue of the SETOFF, so if you do to Joel at the above address. not see it in an issue, do not be concerned. It means there’s absolutely Visit NARCOA’s Website at: nothing happening. (cont. on page 5) http://www.NARCOA.org Page 4 G THE SETOFF G November/December 2002

Elections Insurance Program Status for 2003 by Carl Anderson by Tom Norman, NARCOA Insurance Administrator

The 2002 election for the odd Our current liability insurance program with USF&G will expire numbered areas is over. The re- 1/31/03. I will be negotiating the renewal with United Shortline In- sults are in. We have another surance Services and the underwriter in November and December. election next summer for the even Hopefully I will be able to have insurance application forms inserted area. I for one feel that we as a in this issue of the SETOFF. group should do a lot better job For those of you interested in statistics, I provided the following when it comes to voting. information to the Directors at the October 2002 NARCOA Annual We seem to want the other guy Board Meeting: to do it all: vote, run meets, serve on committees, etc. “I just want The NARCOA Railroad Motorcar Insurance Program for the to run my motorcar.” Oh yes, current year has 851 members compared to 748 last year, or a 14% gripe that there aren’t enough increase over 2001. meets, insurance costs too much, and the rule book is too picky. California has the most insured members at 188 (22%) followed by There were 165 votes cast this Pennsylvania (62, 7%), Ohio (61, 7%), Iowa (45, 5%), and election. Our membership num- Washington (33, 4%). bers around 1500. Half—those in odd numbered areas—or 750 In 1999 I broke down the insured membership by age. Here is a members had the opportunity to comparison of 1999 to 2002: vote. The math indicates 22% of those eligible to vote did so. So a Age 1999 2002 bit over one fifth of the members are interested enough to vote. The 29 and under 11 (2%) 20 (2%) other 80% don’t care who is run- 30 to 39 32 (5%) 49 (6%) ning our club—members who 40 to 49 139 (23%) 141 (17%) make the rules, spend the money 50 to 59 227 (38%) 312 (37%) we each pay in as dues and rep- 60 to 69 129 (22%) 240 (28%) resent the membership to the 70 to 79 48 (8%) 74 (9%) railroad community. 80 to 89 6 (1%) 15 (2%) Come January, the nomina- tions will be open for the even Through October 21st we have issued 160 Certificates of numbered areas. If you have Insurance compared to 168 for all of last year. someone you would like to nomi- nate, do so. But vote, even if you From 3/6/95 to 10/21/02, NARCOA has insured 293 different are OK with the incumbent. A railroads with 1,096 Certificates of Insurance. vote is a confirmation of your board member. Above all, get in- Even more remarkable is the fact that we insured 26 new railroads volved in NARCOA. Make it your this year. club. VOTE.

Letter to the Editor – Memorial

Hello Jan, I know I have never written to you before and this is not a happy way of starting either. I am writing to you to inform you that Peter Loscalzo, one of our members, just passed away on Thursday [September 19, 2002].… If it is possibly could you print up a memorial in the next Setoff for the loss of our friend?… Michael Levitsky New Tripoli, PA 18066 THE SETOFF G November/December 2002 G Page 5

2002 Report on the NARCOA Web Site President “Rail by Jeremy Winkworth Dawg” - cont.

STATISTICS (cont. from page 3) a. Visits to site 34,000 per year I am open to any of your com- b. Number of pages 133 ments or suggestions. I would love c. Number of pictures 274 to get them by email, fax or d. Size of site 20MB through the mail. I will take your phone calls but prefer that you call WORKLOAD before PM EST. It may be hard for I check the NARCOA email addresses every couple of days. Over me to return your calls, so please 80% of email received is junk mail or virus–containing. Spam filtering be advised that I am not ignoring has done little to improve this. Legitimate messages break down into you, just try again. Contact me as the following categories: follows: 80% for sale or wanted ads 1227 Sawmill Creek Rd 15% changes to documents such as the email address list Bryson City NC 28713 5% excursion information [email protected] It all adds up to 2-3 hours work a week for the webmaster. Home Phone (828) 488-8063 Shop Phone (828) 488-4596 NEW FEATURES Fax (828) 488-0732 Rich Stivers handed over to me a well organized and visually pleas- I would like to thank you in ad- ing web site. There has been no reason to make major changes to it, vance for working with me as your nor have there been any requests to do so. new president. I feel I can lead our The one new feature is a page for new members. It was created NARCOA family into a new era of because of one member’s confusion about what to expect when joining being safe and working together. NARCOA. This page explains what a new member can expect and My wife Magdalena and I would when he/she can expect it. like to send our deepest holiday wishes to each of you and all of SUMMARY your families in this upcoming This is a mature web site that requires 2-3 hours of support a week. holiday season! The most popular feature for NARCOA members is the “For Sale/ Wanted” page. There are no major changes planned for the site. Tom Falicon, your NARCOA President Submitted September 28, 2002 Jeremy Winkworth NARCOA Webmaster

Visit NARCOA’s Website at: http://www.NARCOA.org

Vintage

RUNNING BACKWARDS IN WINTER The end with the loose wheels is generally considered the front end of the car, and the car is generally run this way. This is all right in the summer time, and it is necessary that the car be run this way as much as possible to get a strong breeze of cool air on the cylinder heads. But in the winter the car should be operated with the loose wheels to the rear so that the cold air will be kept from the cylinder heads. The cylinders will generally keep cool enough in winter without the current of air striking the cylinder heads. RAILWAY AGE FEBRUARY 16, 1912 Page 6 G THE SETOFF G November/December 2002

Postings from the NARCOA[forum] Re: Growing Concern

My own personal observation is that members expect more and more as every season goes by. Back in the mid–90s we were very grateful for 80-100 miles of running on good track. Now there are a signifi- cant number of members in the Midwest who won’t attend an excur- sion unless there’s something special like a multi–day excursion, a “There is a growing new railroad, new mileage on a railroad we’ve already ridden on, a concern among some trip up onto an ore dock, across a big bridge, etc. There are local of the excursion members that I don’t see anymore at local excursions because of this. coordinators in the West, as we hear of I have been an M[eet] C[oordinator] for ten years now, and I agree more and more members are complaining more, and some seem less grateful…. Com- instances of ex- plaining jeopardizes our relationships with the railroads, takes a lot cursion participants of the pleasure out of being on these runs and takes nearly all the complaining about pleasure out of hosting runs. various aspects of the run directly to As this hobby has been growing, so have the number of people that the railroad and/or have been supporting it. I see more members pitching in and helping directly to the for s successful run. But I do see an increase in “DEMANDING MEM- hotels/motels. BERS.”

Complaints of this Every organized group known to man has the 2% complainers. type have already closed doors to The majority of the participants are great, [but] there sometimes are railroads and one or two that only want to do their own agenda and make it hard damaged our for the others. The RR has the final say, and the Coordinator runs reputation as a the show period. recreational group with the motel/hotel We work too hard getting these runs setup for everyone to enjoy to let community in some a little complaining mess it up for all. I don’t think most of the people cities. that run know what the coordinators have to go through to get one of theses great runs put on. Is this a problem in other areas of the I can’t believe that meet participants would actually complain about US and Canada? the handling of the group directly to the railroad. This is totally op- How can we turn posite of what we MC operators should be doing. I usually write a around this trend so quick note thanking the hosting Railroad for the opportunity to travel that excursion over their railroad. participants only complain to the I can see why people are getting more prone to complaining. It all excursion co- comes down to the $$$$. ordinator like they are supposed to do?” Some people think that it is the money that motivates railroads to Rich Stivers allow us to run on their property. I can’t imagine any organization exposing itself to the risk that a motor car run presents for the few $s we pay.

I think we should all remember that no matter how much we pay for a ride, that that income is normally a 1 time per year infusion and likely covers mainly their out of pocket expenses for having us as their guest. THE SETOFF G November/December 2002 G Page 7

People, give the coordinators a break. Heck, jump in and do all you can to help. Ask, what can I do to help? Any little help sure can be appreciated, even if it is only to appreciate what they do. Be part of the solution, not part of the problem.

A quick mention at the safety meeting of the correct way to handle gripes could also help to remind people of the “chain of command” and prevent a situation.…I try to make it a point to let the coordina- tor and the railroad escorts know how much I appreciate their time and energy to put on the ride.

How an individual should appropriately behave and act in the pres- ence of any railroad—whether that railroad supports our activities or not—should also be an essential and critical part of a new member’s mentoring process. When I first entered the hobby, joined NARCOA The NARCOA Code of and acquired my first motorcar, the “mentoring” process we have in- Conduct appears on place today did not exist. Nonetheless, the two individuals who I con- NARCOA web site at sider my mentors had the foresight and wisdom to instill in me a sense of how fragile our hobby really is. In essence, they taught me http://www.narcoa. that when it comes down to brass tacks, the railroads are our sole org/docs.htm benefactor, and absent their support and cooperation, we have no hobby. Hence, it was the responsibility of each and every motorcar owner/operator, myself included, to conduct ourselves in such a man- ner that would not give the railroads any cause to look unfavorably upon us.

While on the tracks, I am part of the group representing NARCOA and the hobby, but when I call ahead and make reservations or stop at a place to dine, that is and should be an agreement between me and the place of business. Any unsatisfactory business with these places is my concern, and I should be the one to deal with it.

Each excursion participant, operator or passenger, is a “diplomat for the motorcar hobby.” Even if you have a legitimate complaint, what each of us does as an individual in the town(s) where we stay, eat, shop, etc will most certainly influence future activities for the entire group. Is this fair? Probably not, but it is reality and we must accept it if we want to continue the future of the hobby and act in the best interests of NARCOA.

No matter how much money the ride costs, we are always guests of the RR. This hobby will survive only as long as the RRs continue hold the railcar operators in high regard. If I invite you to my house for a party and you complain to me about the food and drinks, not only will I ask you to leave and never invite you back, I’ll probably talk amongst my friends about what an inconsiderate boob you are.

Everyone needs to remember that these railroads all talk back and forth. Our actions on one follow us to all the others….We are a guest upon railroad property. Conduct yourself with that in mind at all times.

I think the most we can do at this point, is suggest that during the safety meeting, the excursion coordinator explain the possible conse- quences of a person complaining to the host RR. Our NARCOA mem- bers are all rational people, and I think when the threat of the loss of a host RR is presented to them, they might think twice about how they conduct themselves during and after an excursion. Page 8 G THE SETOFF G November/December 2002

NARCOA News by Tom Falicon

As I write this, the Chicago board meeting ended just a few days ago. The minutes of the meeting are being transcribed from tape to paper so they can then be approved by the board. I thought it would be nice to inform you of a few of the issues that we worked on at the meeting without you having to wait for months. Please note that these are my words taken from the notes that I took at the meeting. Seat Belts All of the board has a deep concern that a member or passenger will be fatally injured someday due to being ejected from a motorcar and suffering a catastrophic injury. In as much as we would like to legislate mandatory seat belts and their use, we feel that at this time our stance is that we HIGHLY recommend seat belts and their use but we will not require them. We do, however, feel that this complex issue will not go away, and I say this in reference to the probability of hosting railroads starting to require seat belt use when motorcars are run on their rails. Custom–Built Motorcars After the Board meeting was adjourned on Friday night a Custom– Built/Highly Modified Motorcar Standards committee was created, and the group held a work session. This committee worked on developing and refining standards for motorcars that are built by a non–commer- cial motorcar builder or OEM motorcars that are highly modified. These standards or guidelines are being developed to give all NARCOA mem- bers a common set of standards that will aid in building and inspect- ing these motorcars. It is not being written with the intention of pro- hibiting or banning custom–built or highly modified motorcars; it is being written to help assure that these motorcars are compatable with, and can operate safely alongside, factory built motorcars. During the board meeting on Saturday, the standards were read and corrected. Once input is received from the NARCOA membership, the standards committee will meet throughout the year to incorporate member ideas into the standards. This process may take a long time, but we would like to do it right the first time and not have to make radical changes at a later date. When these standards are published, we welcome con- structive input from all members, and of course we will not acknowl- edge nor reply to non–constructive correspondence. Appointees Due to Mike Mitzel stepping down as the head of our safety com- mittee, I have appointed Bob Knight to head that committee for our future. I know Bob will do a great job for us just as Mike did for us in the past. It was also necessary for me to appoint two Directors at Large for our board. I chose to reappoint the two members who were already in that position for 2002. The men I reappointed are Mark Springer and Dave Verzi. Both have contributed quite a lot to the meetings, and I look forward to working with them and using their knowledge to help keep all of us moving forward. Dues Increase Due to the increased cost of operating our organization, effective January 2003 it will be necessary for us to increase our dues from $20 to $24. This price increase will not be going for any new or improved services; it wil,l however, insure that the plentiful amount of goods and services you recieve from us yearly will still be available. Because of increased postal rates and increased production costs for the Set- off, calendar, roster, rulebook, etc., we have to increase these dues this small amount just to be able to break even in the future years. We are all constantly striving to give you the most for your money and will work hard to do so in the future. THE SETOFF G November/December 2002 G Page 9

Avoiding Electrical Problems with WL Jenkins Bells. by Kenneth Huffines

Many speeders are accessorized with bells from the WL Jenkins Company. I have one and my car and I like it a lot. I generally use it when people are about (such as flaggers at a crossing), when there’s a bunch of folks watching us depart, or during the rare meet of trains. (Granted, no audible warning excuses the operator of due diligence, but sometimes it’s handy to be heard.) The bell worked fine for a couple of years, then it went crazy. Rather than give a polite “ding” once a second, it would ring spastically, like a kid playing with the desk bell at an old hotel. Time for maintenance! The bell’s guts consists of a 552 flasher and a solenoid—not much to go wrong. Bypassing the flasher with a jumper wire caused the solenoid to pull in fine. The problem seemed to be the flasher, and with nothing to lose, I took it apart. Indeed, that was the problem. The contacts were pitted and burned, clear evidence of arcing. What caused the flasher to arc? It’s a common problem, and one that is familiar to anyone who has been knocked on their fanny by touching the spark plug on a running engine. A coil, when energized, builds up a magnetic field. Turn the power off, and the collapsing magnetic field induces electricity back into a coil. It does not matter if the coil is a spark coil or a solenoid coil. When power is turned off (in the bell’s case, by the flasher) the surge caused by the collapsing field has no where to go. The surge causes an arc across the flasher’s contacts and is then absorbed by your speeder’s electrical system. The flasher’s contacts are dam- aged a little bit each time the arc. Eventually the damage adds up, and either the points stop conducting, or (in my case) they sustain an arc, thus causing the solenoid to keep firing causing the bell to ring in a disorderly fashion. Preventing the arc is easy. All you need is a diode—a semiconductor device that’s like a one–way valve, allowing current to pass only one way through it. Any good medium–current diode will do, like a 1N5402 (or better). A Radio Shack 276 1144 will do fine. (They call it an Epoxy Rectifier.) Because diodes are polarity sensitive you’ll have to pay attention in hooking it up. Check your bell to verify it’s wiring. One end of the solenoid should be grounded. The other solenoid wire goes to one side of the flasher. The other side of the flasher goes to 12 volts. Now have a look at the di- ode. The body has a silver band painted around one end. That end of the diode goes to the positive side of the solenoid, or in the above wiring, the junction between the solenoid and flasher. The other end of the diode (no band), goes to the negative (or ground) side of the solenoid. You’ll probably need to solder (or crimp) some wire onto the diode’s leads so it’ll reach. If you solder, be careful not to get the diode too hot. Be sure to cover the exposed wires with tape or heat–shrink tubing (Radio Shack 278-1627B). And as long as you’re inside the bell and before you start the work, consider replacing the flasher mod- ule, especially if your bell has been erratic. It’s held in with a large amount of silicon caulking. Any good auto part store should carry the 552. Test the bell before buttoning everything back up. If you got the diode in right, it will harmlessly bypass the surge. If you got it backwards, the bell won’t work, and you’ll burn out the diode. You’ll know it’s backwards when the smoke comes out! This fix should keep your flasher working for a long time. Page 10 G THE SETOFF G November/December 2002

NARCOA Board of Directors Meeting Chicago, October 25-6, 2002

Front row left to right: Ron Zammit, Area 11 director Pat Coleman, secretary and Area 2 director Joel Williams, Area 3 director Stan Conyer, Area 5 director Bobby Moreman, Area 7 director Carl Schneider, Ted Hannafan, vice–president and Area 8 director Ken Annett. Back row left to right: Area 10 director Tom Norman, Carl Anderson, director at large Mark Springer, recording secretary Lee Wilhite, director at large Dave Verzi, Setoff Editor Jan Taylor, president and Area 4 director Tom Falicon, Area 9 director Jim McKeel, Area 6 director Pat Rock, Hank Brown, Area 1 director Warren Riccitelli.

After the meeting, seventeen of us rode the CTA into town to railfan and dine.

Also attending: Dick Wilhelm, Bill Dunn, Mike Mitzel, Wally Schneider, Debbie Springer, Mugz Falicon, Ken Caflisch. THE SETOFF G November/December 2002 G Page 11

And the Motorcar Run Sunday on Illinois Railnet

IRN

Dave Verzi Photos

CSX junction and Illinois Railnet engine house in Ottawa

Both at Sheridan, Illinois Page 12 G THE SETOFF G November/December 2002

Alaska or Bust by Hank Brown

Several years ago on an excursion someone asked me, “why don’t we ride the Alaska Railroad.” I thought about it and decided that it was “to much to ask for.” I mean, this was one of the all time great rides. Little did I know that we would have the opportunity to ride one of the great railroads in North America? On a warm August day in Anchorage Fred Furminger and I met with some of the officials of the Alaska Railroad to map out the first motorcar excursion on this famous railroad. The railroad officials were unprepared for what the North Ameri- can Railcar Operators Association is capable of accomplishing. They suggested that we write the rules test, take an exam for operation of the radio, and in general, go through a safety school. The operation manager sent timetables, track charts, safety manual and the Gen- eral Code of Operating Rules Book for us to study. The railroad sent us their best representative to guide us through this morass of home- work. When all was said and done and they had read our rule book, seen our rules test, read our waivers, and looked at the history of our hobby, they decided we were ready to ride their railroad. Our ride began at the station in Anchorage where the cruise ships load and unload thousands of passengers every day. We were given clearance from the yardmaster and proceeded out on the main. We Group photo at Bartlett Glacier THE SETOFF G November/December 2002 G Page 13 passed the signals and rode along the shoreline of Cooks Inlet. We followed the Tony Knowles Bike Trail through Earthquake Park and then passed the gravel quarry. The railroad is involved in a massive program of laying new track. They are double– and triple–tracking some areas to handle the increased traffic. We coasted down a long hill to Potter’s Marsh. Here we watched the huge number of birds that migrate to Alaska every year. The flow- ers were in full bloom, which helped to beautify this conservancy. The track began to wind in and out of coves following the coastline of Turnagain Arm. The tide was out which showed the mud flats and how shallow this area of the Arm is. Our first stop was Windy Point, named for the dangerous winds that blow in the winter in this area. Today, however, the wind was calm, and the mountain goats were out for our pleasure. We watched them grazing high in the hills for some time. But the trains were head- ing our way so we, finally, departed. Our next stop was the morning break at Indian Siding. We waited for the morning passenger train from Seward. Luckily we had a res- taurant close by for those great morning buns and coffee, and of course, the bathrooms. Eventually the train arrived, and we were given clear- ance to proceed to Girdwood Siding and hold for the Anchorage–to– Seward local passenger train. This was a real treat because we had time to get some great shots of the train and motorcars from the high- way bridge over the tracks. We formed a photo line in true railfan form. After the train passed we headed to Spencer Flats and Portage Junction. This is where the railroad splits. The line goes east through the flats to two tunnels and then into Whittier. The other direction (that we took) headed south through the flats and over the mountains to Seward. The scenery along the coast of Turnagain Arm is something every- one should experience. The high mountains, deep valley, and all that water are very special. No words can describe the feeling one gets when traveling along the coastline. We continued along the flats to the Spencer River. Upon crossing it on a truss bridge, we saw a strange building and a bulldozer close to the tracks. It seems that the railroad experiences a number of avalanches each year. In order to eliminate this hazard, they have cannon that they shoot into the mountains to cause the avalanches. This way they can keep the snow problem to a minimum. We saw a number of areas that were prone to avalanches. The railroad has developed a system whereby they control the detona- tions by someone with a computer miles away from the site to elimi- nate the human hazards. This area was our lunch break. We enjoyed a beautiful view of Spen- cer Glacier less then a mile away and watched the clouds drift by. That afternoon the flats gave way to the valley. The rails began to climb the mountains on a 2% grade. As we climbed, the vegetation changed. The flowers of the flats gave way to the mountain asters. The trees climbed only three–quarters up the slopes. As we continued to climb we approached the five tunnels and the deep cut where a Bartlett Glacier and river of water rushed to meet the sea. We stopped briefly to exam the the Alaska Railroad tunnels and proceeded to Bartlett Glacier. main line to Seward This is a famous spot on the railroad. When the railroad was first surveyed, the glacier filled the valley and caused the engineers to map a route that circled around and crossed over itself about half way up the mountain. The glacier receded, and in the late 1940s the railroad took out the loop, increased the grade to 3% and decreased the mile- Page 14 G THE SETOFF G November/December 2002

age that was needed to traverse this area. After our stop at Bartlett Glacier we headed over the summit and down the valley to Seward. The great part of this section is the open valley with the wide variety of vegetation and beautiful lakes. There were flowers and birds that we had never seen before. It was a spec- tacular view. We arrived in Seward and stored all 10 motorcars in the engine shed for safe keeping. The yardmaster in Seward wondered what all the motorcars were doing in his engine house, but didn’t seem to mind when we told him what we were up to. It seems he used to ride an “A” car over this area and told us several stories of the cold winter wind and lots of snow that hampered him in his daily rounds. The bus was waiting for us and took us to our hotel for the night. The next morning everyone was off on a different mission. Some went fishing while others went cruising on charter boats to find whales. Some went in search of more glaciers in the Kenai Peninsula. The weather caused some to stay in Seward. It was overcast and later in the day the fog rolled in, but everyone agreed that the food was excel- lent and the town served up a hardy dose of history and excitement. The museums and stores were filled with cruise ship passengers ea- ger to leave their money at every gift shop in town. The third morning we were up at 7AM to meet our bus. The fog from the night before had lifted, but the light rain soon gave us a picture of what it would be like the rest of the day. It seems when it rains in Alaska it doesn’t interfere with any activity. It doesn’t rain hard, just light enough to cause some discomfort. We left Seward and got about five miles from town when we took the siding to wait for the morning passenger train from Anchorage. With its passing we took the main again and proceeded passed the beautiful lake and on into the open meadows. It didn’t look the same as two days before. The clouds blocked the high mountains, and the rain blocked our pictures. So we were content to ride comfortably along the wet rails while we climbed the summit and over the other side to Bartlett Glacier. The rain stopped and so did we. Jack Burton, our guide from the railroad told us stories of building the railroad around this glacier. We continued down the slope to tunnel. This is where there is a series of five tunnels cut through igneous rock. During an earthquake the ground shifted enough to cause a rift. With Bartlett Glacier melting, the water now had somewhere to go, so it pours West entrance to through this opening creating a river about 15 feet wide and very deep. Whittier Tunnel We continued down the mountains and on to Spencer Flats. This time we took the siding at Portage Junction and headed east to the famous tunnel to Whittier. We traveled along the Portage River that looked more like a steam. The mountains that formed the glacial val- ley were shrouded in low hanging clouds. We went through the first mile–long tunnel. Then we entered a valley that was noted for winds of up to 200 miles per hour. We were told stories of trains, railroad cars and automobiles being blown off the tracks in the winter because of the high winds. We arrived at the Whittier Tunnel, built in 1942 to connect the open water, ice–free port of Whittier with Anchorage. The Army Corp of Engineers built the whole town of Whittier in one year so they could support the war effort in Alaska. The Army was afraid that the Japa- nese would gain a foothold in Alaska if they didn’t have enough sup- plies and manpower in that area. What they left behind was a very unusual set of buildings. The largest building is an old army barracks that housed the officers. This was turned into condos for residents of THE SETOFF G November/December 2002 G Page 15

Anchorage. We used it as a bed and breakfast. Prior to going through this tunnel, we were told that before 2001 the only way for cars, trucks, and buses to get to Whittier was to board flat cars and be shuttled from Portage Junction to Whittier. In 2001 the State of Alaska decided to improve the tun- nel and spent $50 million to pave be- tween the tracks and set up a control system to regulate when train traffic and vehicle traffic would use the tun- nel. We were given the privilege of vis- iting the control center to watch just how this was accomplished. It was our turn to ride through this tunnel—over five miles long. It was ee- rie to ride through this long but very well lighted tunnel with escape Control room for rooms, traffic control lights, and other things you but don’t normally monitoring the see in a tunnel. We arrived on the other side of the mountain, and rain Whittier Tunnel joined us again. We pulled into the storage area next to a tank car. Fred where trains and insisted on having a blue flag on the tail end of our group to protect us vehicles share the against other railroad movements. tunnel The next morning the fog was as thick as pea soup. The rain that accompanied it made for an interesting departure. We quickly boarded the motorcars and headed back to the Whittier Tunnel. The dispatcher in the control room saw us and gave permission to enter. The cars and trucks stopped, and we proceeded. I don’t know how many of you have ever been in a five–mile tunnel, but it seemed like we were in this one forever. We finally came out the other side, then ducked into the next tunnel that was only a mile long. We broke through the other side into a long meadow with high mountains on each side. We retraced our tracks back to Portage Junction, then with Turnagain Arm on our left we pro- ceeded to Indian Siding to wait for the morning train. With its passing we took the main and cruised along the coast. We passed Potter’s Marsh and climbed up the last grade to a siding. The morning gravel train was switching. We waited our turn. With clearance from dispatch we headed Riding along back to Anchorage. We arrived in good shape with no breakdowns and Turnagain Arm on no accidents, which to me, defines a good motorcar excursion. The cars the way back to quickly loaded, and we were off the Anchorage railroad in record time. I would like to thank a couple of people who permitted this trip to hap- pen: Jack Burton is on the Board of Directors of the Alaska Railroad. He was our guide and mentor. He worked for the railroad for over 35 years and is an inspiration to anyone who has the privilege to meet him; the legal and risk management team who went out of their way to make this excur- sion happen; Steve Silverstein who said “yes;” and Bob Waldner who was instrumental in making this golden opportunity a reality. I will always be grateful for the help these kind people gave to us. Page 16 G THE SETOFF G November/December 2002

Rare Dual Gauge Meet on East Broad Top and Rockhill Trolley Museum

EBT By Bruce Carpenter, Photos By Mike Woodburn

Saturday, October 19, 2002 marked the second time motorcars had ridden the East Broad Top Railroad and the very first time on the Rockhill Trolley Museum trackage (standard gauge) in Orbisonia, Pennsylvania. A dual gauge meet anywhere is a rarity, but when you couple the signifi- cance of both these organizations together, it becomes an unbeatable combination. The East Broad Top is probably the most original, com- plete narrow gauge railroad in the country. The shop and roundhouse complex are literal time capsules. When the railroad was closed in 1956, the lights were turned off, and everything is basically right where it was left! The Rockhill Trolley Museum which shares some dual gauge track- age with the EBT is located right across the street. Their restoration efforts by a crew of dedicated volunteers is first class. Throughout the day a steady parade of restored trolley and interurban cars marches up and down the track. We arrived at 7:00AM and were told to set on at the predetermined areas, but a minor derailment the night before would effect our depar- ture time. Five narrow gaugers and three standard gauge cars were in attendance. After some quick negotiations with the general manager, Cars posed on we made two shorter runs down to the derailment sight, where some turntable at minor track repairs were underway. After our second run, we skirted Orbisonia on the the Rockhill Museum grounds to position ourselves by the coal dock at East Broad Top, Oct. south edge of the EBT yards. We had about 45 minutes to look around 19, 2002. Left to the complex before Number 14, a Baldwin 2–8–2 exited the roundhouse right Bruce to assemble the passenger for the day. Carpenter, Les King, The powerhouse, with steam engine and electric turbine for electric- Keith Mackey, Mike ity, has wheel lathes, milling machines, pulleys, belts, etc., all still here! Scrocke, Dave Verzi, A peak around every corner and into every building reveled some new Jeff's wife, Gary antiquity. And, if you every want to see the most ancient collection of Greenwood and Jeff Levengood. THE SETOFF G November/December 2002 G Page 17

Fairmont and Casey Jones speeders, they’ve got those to! Number 14 backed slowly out of the round- house and onto the turntable (Armstrong type, of coarse), where the crew quickly cleaned the ash pans and loaded her with coal and water. With servicing complete, No. 14 drifted to the south end, aligned the switch for the northbound movement and proceeded to station to assemble the train. With No. 14 out of the way, the motorcar group fired up and proceeded onto the turntable for some group photos. Once, No. 14 arrived back in town after it’s first run of the day, we lined ourselves in behind the train for the next run. We departed town be- hind the train and kept a safe distance back. We turned at the end of the line, utilizing the wye track at the picnic area. We returned to Orbiso- nia and followed train around the southern wye and parked next to train as they took on water. The group took a littler break to eat lunch and ride the train or trolley. We took our turn on the train on board the small Bruce Carpenter's but fancy Orbisonia business car. The car rode very smoothly and is in M19-Z36 in front of excellent condition. We made one final trip over the entire line once the East Broad Top's train was put away for the evening and rounded off a cloudy, yet dry day Obisonia Station. of rare motorcar mileage. Final notes: I apologize for not being able to tend to our standard gauge guests as well as I could have, but I think everyone had a great time. Special thanks, to Stan and the gang at EBT in Orbisonia and all the folks at the Rockhill Trolley Museum. Keep up the great work! De- spite all the rumors about the EBT, it is safe for now, and money is being spent to bring No. 15 back into operation in 2003. Some track work is scheduled for next year, as well. Hope to see all of you in 2004, when we plan to revisit the jewel of Pennsylvania, The East Broad Top Railroad.

Bruce Carpenter and Garth Shifflett (flagger) at East Broad Top's, Orbisonia Station, heading North. Page 18 G THE SETOFF G November/December 2002

“Susie–Q” Spectacular, 2002 By Tom Schmieder

On the weekend of September 21st and 22nd NARCOA once again visited the New York, Susquehanna & Western otherwise known as the “Susie–Q” in northern New Jersey. For those of you who have not been to New Jersey, thinking of that state sometimes brings to mind the words of the well worn joke, “You’re from New Jersey—what exit?” While it is true that the New Jersey Turnpike is a remarkable sight, it is by far not representative of the natural beauty found through the NYS&W rest of the state. Remember that it is called the “Garden State.” The NYS&W sees it all as it runs west from the industrial metropolitan New York waterfront area of New Jersey through coastal salt marshes, known as “the meadows,” through towns in suburban Bergen County and then up and over the rocky and mountainous region in Sussex County. A brief look at the history of the New York, Susquehanna & West- ern Railroad is in order. It originally ran from Edgewater, New Jersey west across northern New Jersey, through the Delaware Water Gap and into northeastern Pennsylvania. After the decline of the coal in- dustry in the 1950s, the NYS&W cut its main line back to Sparta. For years the railroad survived on what little local traffic existed on its line from Edgewater to Sparta. Today’s Susquehanna is owned by the Delaware Otsego System, a regional railroad owner located in upstate New York. In the early 1980s, Delaware Otsego rescued the flounder- ing NYS&W, also purchasing an abandoned section of the Lehigh & Hudson River Railway located between Sparta, New Jersey and Warwick, New York. With these lines purchased, Delaware Otsego signed an operating agreement with Conrail so it could run trains from its upstate connections in Binghamton, New York via Conrail’s Southern Tier (old Erie mainline) to Hudson Junction where it would enter the former Lehigh & Hudson River tracks. Trains traversed the Author’s 1945 C&O old L&HR to Sparta Junction where they switched onto the original m19 poses next to NYS&W mainline and continued all the way to Little Ferry, it’s east- NYS&W GP #3040, ern terminus. A lucrative intermodal container business created lots Little Ferry engine of railroad traffic for the new Susquehanna, requiring the rehabilita- terminal. tion of its entire New Jersey main- line. Much of the rail was replaced with welded rail, and the roadbed was improved with new grading and ballast. Despite recent drop– offs in the through train business, the railroad survives today on the business of on–line shippers. Fortunately for NARCOA, sev- eral employees of the Susque- hanna that have an interest in motorcars. That combined with NARCOA’s very high safety record and liability coverage has made possible the excursions so many have enjoyed already. The official hosts are the Volunteer Railroad- ers Association. Located in New THE SETOFF G November/December 2002 G Page 19

Jersey, they work to preserve the history and enjoyment of railroad- ing. The VRA is very active in restoration projects and assist with the operation of many railroad excursions. Their slogan says it all; “lt’s so close to railroading, only the paycheck is missing!” Not only do they organize this NARCOA meet, they also flag most of the grade cross- ings on the trip. Over the two–day meet the Volunteers split up and took turns, flagging on one day and enjoying the ride on the motorcars on the other. They formed teams of flaggers in vehicles that leapfrogged the motorcar group as it proceeded up the mainline. In most cases, as the motorcars approached grade crossings the Volunteers already had the crossings protected, allowing the motorcars to proceed without stop- ping. As a safety precaution, however, all motorcars were warned to approach each crossing prepared to stop in case a motorist disobeyed the flaggers or the crossing was not protected. Saturday, September 21st turned out to be a beautiful day. Although it was a bit hazy, the rains that had been forecast earlier in the week held off. Motorcars were put on the track at a crossing in the Butler Yard, adjacent to the original NYS&W Butler station (restored and serving as a local museum). Once the cars were lined up and we had our Form D for clearance west, we headed out of town. We immedi- ately began climbing upgrade towards the summit at Beaver Lake. Through an area called Smoke Rise, the tracks lie on a right of way cut into the side of the mountain and look over New Jersey Route 23, following along on a lower level. The track winds its way in and out of notches in the mountain, riding on fills and over bridges and going around sharp curves that snake through rock cuts. The rugged beauty of the mountain in this area and the ways the railroad conquered it captivated us as we rode through it all on welded rail. After passing the summit at Beaver Lake, the line descends the west side of Sparta Mountain. The grade here is pretty steep as the track once again clings to the side of the mountain. A stop was made about one third of the way down the mountain at a power line right of way to view Ogdensburg in the valley below. Once everyone had taken their photos, we contin- ued down into the town of Sparta for lunch at the Sparta Station. The building is an original NYS&W wooden station, preserved by the local Sparta Station Foundation. Although the building is in poor condition right now, the group is working to stabilize the structure The group takes a and intends to restore it to its former glory. The group opened the break at the Sparta, station for visitors and cooked a barbecue lunch for the us. New Jersey station. Following lunch, we headed west out of town. We shortly came to the crossing of Route 15, a very busy highway. The NYS&W em- ployees activated the crossing gates allowed all of the motorcars to cross in one tight group. With the two–lane highway packed with vehicles, the curious looks that the motorists gave our motorcars had to belie their inner frustration with the delay. We then approached Sparta Junction, the former cross- ing of the NYS&W and the L&HR. We traversed the connecting track and headed north towards Warwick, New York on former L&HR track. Almost immediately Page 20 G THE SETOFF G November/December 2002

we crossed Route 15 where we again used the assistance of activated crossing gates. We continued north to Franklin, New Jersey. The single track that now survives through Franklin is a lonely reminder of the three railroads that once converged on this zinc mining town. The Susquehanna’s Hanford branch as well as the Delaware Lackawanna & Western’s Franklin Branch both also served this former industrial hotspot. As we passed by the abandoned zinc plant, we wondered what it must have been like in its heyday. Nephew Henry John The group of motorcars picked up the pace as we headed through at a scenic overlook the valley towards Vernon, New Jersey. The area has seen a lot of on Sparta Mountain development surrounding the resorts that exist there. The tracks cut where the group right through a golf course, and we had several golf cart crossings to paused to take in the go over (they were even complete with signals and gates!) Passing into view of Ogdensburg, New York state, we approached the end of the NYS&W’s property. New Jersey in the The last grade crossing is at Baird’s Farm, a famous photo location for valley below. railfans of the Susie–Q. We ran past the crossing to the end of the line at Pelton Road, where the rails become the property of Norfolk South- ern. We then backed to Baird’s Farm and turned all of the cars for the return run to Butler. On the welded rail we made great time, some- times running wide open. Arriving back in Butler, we parked the mo- torcars on a siding in the yard for night, as we were leaving from the same location the next day. I had an especially nice time on this day because it was the first motorcar trip for my nine–year–old nephew Henry John. Apprehen- sive at first, he quickly adjusted to the enjoyment of riding the rails and had a great time. Sunday was another treat as I had friend George Petrie along. A true fan of the Susquehanna, George grew up about a block from the tracks in Paterson and watched the railroad’s transi- tion from steam to diesel. Sunday morning brought this NARCOA excursion to new rails. The railroad between Butler and Hackensack had never been traversed before by a motorcar trip due to the many grade crossings through the city of Paterson. Ambitious railroad employees were the key compo- nent in solving this problem. After the safety meeting, we pulled out of Butler and headed east. We shortly crossed the former Erie Railroad’s Greenwood Lake Branch at grade in Bloomingdale. It sounded neat hearing the motorcars “banging the diamond” as we crossed over the branch at speed. We passed through suburban towns of Bergen County such as Riverdale, Wyckoff and Midland Park as we rode towards Hawthorne. Many original Susquehanna wooden stations are still in existence and were a treat to ride past. In Hawthorne, we passed by the former site of the original NYS&W’s maintenance shops. The only remaining clue as to the exact location was the group of spur tracks that turned away from the main and disappeared into the ground in the direction of the buildings. Some of the shop buildings still stand, Lorne Maul of York, now serving different purposes. I could barely make out some of them Pennsylvania, is as I looked through the line of trucks parked along the track. We about to “bank the stopped at the Hawthorne station home of the Volunteer Railroader’s diamond” with his Association. The station is in beautiful condition and has many rail- motorcar at the road collectibles on display. junction of the After having another safety meeting to go over the details of trav- Susquehanna and eling through inner city Paterson, we left Hawthorne and headed east. the former Erie Crossing the Passaic River on a high deck girder bridge, we entered Greenwood Lake the city en masse. The plan to go through the city worked perfectly, Branch in with 12 sets of crossing gates lowered at a time. We passed through Bloomingdale, New the first half of the city and paused for the second dozen sets of gates Jersey. to be lowered. On the roll again, we passed the former junction of the THE SETOFF G November/December 2002 G Page 21

Paterson City Branch of the Susquehanna, an abandoned semaphore signal base standing sentinel at the site. My trip through Paterson was most fascinating as my friend George excitedly relived the memo- ries of his childhood; “That’s where I went to school. Look there—that is where I used to play baseball. Oh, that vacant lot over there is where the ice cream plant used to be! Over there is my sister–in–law, Stella’s house. I grew up just around the corner from there! Right here is where I saw that train wreck!” It was a real joy watching George’s face light up with each thought as we trundled through the tracks of his memo- ries. Crossing the Passaic River again over another deck girder bridge, we left the city behind us and entered Elmwood Park. Friend George We passed the Marcal Paper Company plant in Elmwood Park and finishes his first continued east through Saddle Brook where there is a bulk material motorcar excursion transfer yard filled with covered hoppers. We also passed through riding in the author’s Rochelle Park where the NYS&W was storing coaches to be used in its C&O M19. upcoming fall excursions behind steam engine No. 142. Rolling east, we rode through Hackensack and crossed its namesake river on a swing bridge. The welded rail on the bridge indicated that the span has not moved in many years. Docked in the river at Hackensack is the SS Ling, a World War II submarine, visible from the bridge as we crossed. Entering Ridgefield Park, the Susquehanna track meets and runs parallel to the CSX River Line, a former New York Central route. As the two lines converged, we found ourselves pacing a southbound CSX

As the motorcars approach Ridgefield Park, they pace a southbound CSX autorack train on the adjacent mainline (former Conrial River Line, nee New York Central).

freight train—a first for me on the motorcar—riding along side it until View of Little Ferry we arrived in Little Ferry, the location of the Susquehanna’s eastern from Rte. 46. engine terminal and our lunch stop. This location is adjacent to CSX’s Motorcars hold the CP5 (Control Point milepost 5), one of the hottest railfan spots in New NYS&W main while a Jersey. While the group dined on sandwiches and salads from a nearby northbound CSX deli, I hiked up onto the Route 46 overpass overlooking the whole scene. freight thunders by Enough traffic passes by on CSX that I was sure I could get a good with nine engines on motorcar group photo with a passing freight. I only had to wait about the points. Page 22 G THE SETOFF G November/December 2002

20 minutes before a nine–unit lash–up headed north pulling a con- tainerized manifest. In order to turn the motorcars and maximize the fun on our trip, we ran down into the former Susquehanna yard, now owned by CSX, to turn the cars on the steam–era turntable. Although the NYS&W sold the yard to CSX, the turntable and lead were not part of the sale. Trackage rights through the yard allowed us to move the motorcars through the CSX–owned portion and onto the turntable lead. This was another first for me and maybe for NARCOA—using track- age rights to ride on a Class I rail- road. Yes, we were riding on CSX track! Talk about cool! Once on the lead, we passed No. 142, a 2–8–2 Mikado steam engine and moved onto the turntable. It is a rare piece of history, as it is one of two original turntables still in opera- tion in North Jersey. Every face As the operator lines was grinning ear to ear as the industrial giant, designed to turn 100– up the vintage Sus- ton steam engines, spun the tiny motorcars around. Facing north (rail- quehanna turntable road west) we gathered back up at the Little Ferry engine terminal. with the lead track, Once the group formed up, we headed west back towards Butler. motorcars prepare to The Volunteers continued to protect most of the crossings along the head west. A way, and the railroad staff guarded our passage through the streets of wooden roundhouse Paterson. It seemed as though they came alive as we again passed stood in the back- through. Residents lined the many crossings and cheered the motor- ground at this cars on. Back across the Passaic River and west through Bergen location until about County, our ride concluded at Butler Yard. 10 years ago. The end of the day brought to a close the best trip I have ever had on the NYS&W. The most important part, however, was the opportu- nity to share the hobby of motorcars with my nephew Henry John and Lunch at the my friend George. The Volunteer Railroaders Association makes this NYS&W’s Little Ferry trip stand out from the rest with the protection of about 80 crossing on engine terminal. this most scenically diverse line. From the beautiful scenery in rural Sussex County through the subur- ban Bergen County and into the cities of Passaic County, the Sus- quehanna offers something for ev- eryone. Many thanks go out to the members of the VRA as well as to the NYS&W staff for making this spectacular trip possible. I hope to see you all again next year as well as some new faces and hopefully some old ones who could not make it this year. I think you will all see that it’s worth the trip. THE SETOFF G November/December 2002 G Page 23

Want Ads

THE SETOFF is happy to print all ads received from NARCOA members as they related to the railroad motorcar hobby. There is no charge for placing an ad. If you want an ad to run for more than one issue, please indicate how many issues. No full-page ads are accepted. Use the present issue’s ads as a guide. Thank You! Send ads directly to Bill Coulson, 2101 Westview Court, Modesto CA 95358–1091 or e–mail [email protected]

comes with an Onan engine with good For Sale yellow paint, new original seats, side curtains, lights, wipers, and horn. Fairmont A-3D Restored Illinois Cen- Price: $4500. Contact: Gene Lott or Add tral Railroad, 4–cylinder gang car with Pralle 403 E. 4th Street Blue Rapids, a Waukesha ICK 17 HP engine, 12V al- KS 66411. Tel: (785) 363- 7953 or ternator, lights, gauges and air horns. email: [email protected]. MA03 Many, many extra parts: brake shoes, Editor’s Note: a carburetor kit, engine gasket set, ex- Parts for a Fairbanks-Morse F40B: Ads will run for three tra engine, radiator, manuals, and more. 1 each, shifter-handle for slide shifter. Priced at $4750. Also available is a pro- Price: $12. 1 each, fiber drive wheel consecutive issues. fessionally built trailer priced at $1500. N.O.S. Price: $65. 6 volt lamps of vari- If you want to Photographs are available with a SASE. ous numbers, all N.O.S., call for the continue advertising, Contact Bob DeShane, 7612 Bud “numbers” you need and price. For please resubmit. Hawkins Road Corryton, TN 37721. Tel: more information contact: Jay Boggs (865) 688-6422 or email: jeanbobde 3289 County Oaks Court, Orange Park [email protected]. MA03 FL 32065. Tel: (904) 215-2956 or email [email protected]. MA03 Fairmont MT14L – 1980 ex Union Pacific motorcar with UP identification Fairmont M-19F – Built in 1946, car tag. This car has a fresh Onan overhaul, was originally Frisco Railroad and is new bell, air horns, Les King seats and painted as such. This car is generally in Fairmont side curtains. Onan and origi- good shape and has been kept “origi- nal Fairmont manuals go with nal” as possible. All glass is intact and car. NARCOA inspected and ready to has new seats but will soon need a 16- roll. Price $7500 USD. Contact Bill Stern inch wheel and a brake light to con- 5321 Balmoral Waye Jefferson City, MO form to NARCOA standards. Included 65101. Tel: (314) 640-2342 or email: brake light switch needs to be installed. [email protected]. MA03 Leaving hobby, asking $3000. Ron Garling 3050 East Ragan Court Spring- Fairmont MT19A, circa 1979, Onan field MO. 65804 Tel: (417) 888-0354 motor was professionally rebuilt by RR or email: [email protected]. MA03 and has less than 20 hours of use. This is the perfect car for the person who is Carburetor rebuilding service - and looking for a car to set on & go. I will C-5 and C-8 carburetors parts. Send deliver within 250 miles of Fond Du Lac, a large SASE for parts list or telephone. WI. For pictures, details and price con- Rebuilding is $45 plus parts. This price tact Fred Martin tel: (920) 922-0154 will include cleaning, bead blasting and or email [email protected]. MA03 painting any non-aluminum parts. I also have parts for Hy–Duty and the Fairmont MT19 - Canadian National Weatherseal timers. Carey Boney, 1605 DB6 R6 chain, custom seats, repainted, Powers Rd, Wallace NC 28466. new wheels, new interior oak wood pan- Tel:(910) 285-7489 email careyboney els all lights required by NARCOA. @intrstar.net. JF03 Price: $4000. Fairmont MT14 - EX DR&W painted to Rock Island scheme, License plate frame “My other car is 4 seats, turn table, all lights required a Fairmont Speeder” A Black plastic frame for NARCOA. Price: $4000. Fairmont with orange vinyl lettering. You will want S2 - gang car early 40s all complete. one for your automobile and trailer. Post- This car would make for an excellent paid, $15 for one, $29 for two and $43 winter project. Engine turns free, good for three. Don Pomplum 521 Van Buren front end and glass. Price: $500. Ford Place, San Ramon CA 94583 JA02 industrial engine - brand new model vs6-411, 27 to 30 hp, never started. Canadian Pacific M-19AA and Cana- New radiator. Price: $1500. Fairmont dian C-7 (M-14) - Retired M-19AA Road MT19 - 1973 model track inspector’s Masters car, assigned to the Kettle Val- car. Came from the BN in St. Paul Minn. ley division of the British Columbia Rail- The car is in very good condition and way. Open car has windscreen with roof, will pass all NARCOA inspections. Car Page 24 G THE SETOFF G November/December 2002

Meets

Members who have organized meets are encouraged to advertise those events here. We will publish all notices received. Include details of the trip such as time schedule, total mileage, costs, restrictions and conditions for attending. State whether or not NARCOA rules will be in effect and whether insurance is required. Send meet notices to: Bill Coulson, 2101 Westview Court, Modesto CA 95358–1091 or e–mail [email protected].

PLEASE NOTE – Advertisement of a meet in THE SETOFF does not constitute responsibil- ity by NARCOA and/or its officers, or THE SETOFF and/or its editorial staff for meet condi- tions. Meet attendees must exercise caution in the observance of safety conditions and rules and must accept full responsibility for themselves, their guests and their equipment when attending any meet.

NARCOA EXCURSIONS

Southwest Railcar LimitedFirst Iowa Division

Boone & Scenic Valley Railroad Saturday November 2, 2002

Excursion Calendar Our motorcar season ends, with a ride on the scenic 11-mile tourist line at Boone, NARCOA FIDIowa. Set on time is 7:30AM with a 9:30AM departure time for the first ride. Our plans are to make two runs before lunch, one in the afternoon, and a night run after dark. We will have a potluck meal in the engine house after the second run. Boone & Scenic Valley RR (FID) Please bring a side dish or dessert. First Iowa Division will supply soup, chili, your November 2, 2002 table service, and drinks. Cost of this ride is $15 per car plus $25 for membership in the Iowa Railroad Historical Society. There is a Super 8 Motel Tel: (800) 800- Port of Tillamook Bay RR (NBRS) 8000 and AmeriHost Motel Tel: (515) 432-8168 in Boone for over night stays. This December 7, 2002 is a NARCOA–insured activity. For more information contact Carl Schneider, 1302 6th AVE. S.E., Altoona IA 50009 Tel: (515) 967-5181 or email motorcarl@raccoon. Great Miami & Scioto RR (OVR) com or visit the First Iowa Division’s web site at www.firstiowadivision.com. November 2, 2002 Southwest NewhalemRailcar Limited Bay Railway Speeders Santa Cruz, Big Trees & Pacific (PRO) November 9, 2002 Port of Tillamook Bay Railroad Christmas Run Saturday, December 7, 2002

Please join the Nehalem Bay Railway Speeders (NBRS) on their annual Christmas NBRSrun. This annual speeder run is becoming a much–publicized event as witnessed last year on TV Channel 2 news in Portland, Oregon. To date, the speeders partici- pating are only from the NBRS, but we would be overjoyed to have any fellow speeders participate. As a gester of goodwill and in the spirit of the holidays, the Port of Tillamook Bay Railroad is not charging any trackage fees to participants. The only requirement to join us is your speeder has to be decorated with illumi- nated decorations for this night run. Set on time will be noon in Wheeler. This will give you time to decorate your speeders. Please RSVP as soon as possible and join the NRBS and Santa Claus for this annual run. All NARCOA rules and insurances requirements will be in effect. For further information please contact Wally Burton, 43400 Carol Drive Nehalem, OR 97131. Tel: (503) 368-6496, Fax: (503) 368- 6856 or email: [email protected].

Southwest RailcarNorth Limited East Railcar Assoc.

Southern New Jersey Weekend Saturday-Sunday November 9-10, 2002

A weekend in the Pine Barrens of Southern New Jersey. Saturday will find us on the NERCACape May Seashore Lines starting at Tuckahoe and traveling the 54 round trip miles to Cape May NJ. If last year was any indication it will be a start of a great weekend. We left enough time for touring the small shops and enjoying good food in this small seaside town. Sunday we will set on at Woodstown and travel north toward Swedesboro and then south to Salem. A 36-mile round trip and again some nice scenery. Last year’s run was a great trip on a beautiful fall day. Orange reflec- tive vests required by all. Contact Warren Riccitelli at (401) 232-0992. THE SETOFF G November/December 2002 G Page 25

New Excursion Excursion Announcement Format Coordinators, Please note.

Complete Name of Railroad Day and Date of Event At the 2002 Board of Dirctors meeting in Chicago, we discussed the general health of the NAR- Initials of sponsoring group/individual COA SETOFF. including the over- is pleased to sponsor a all length of the publication. As a number result of those discussions, excur- sion information will need to be –day run over the configured to fit the format at left. name of railroad abbreviated (former) For the reader, the new format dates, provides uniform information for 2003. all excursions in a clear, predict- able manner. For the editor, there Participants will travel approximately are fewer chances for errors to number creep in, expecially in those de- round–trip miles between tails which are important to those who actually sign up for a run. town, state abbreviated Excursion coordinators, please and use this page to pattern your an- town, state abbreviated. nouncements. Or email Bill Coulson to send you the format in an email message; you can fill Special restrictions, not to exceed 40 words—for example, in the blanks and return it to him required equipment, deadline for registration, special meal via email. Annoucements re- arrangements, etc. ceived in other forms will be tai- Trip fee of lored to fit this format. Some of you will actually get more “ink” $00 than in the past, some less. per car includes railroad costs Below is an example of the only, affiliate dues, one meal, motel, transfer fees, etc. new format. There is a Thanks for your cooperation on this. number –car limit. Bill Coulson This is a NARCOA–insured excursion, and all Jan Taylor NARCOA rules will apply. For trip details contact Canadian National Railroad First name, last name, July 15th - July 27, 2003 mailing address, SWRC is pleased to sponsor a 13–day town, state abbreviated. run over the CN July 15-27, 2003. Par- ticipants will travel approximately 1,343 Tel: round–trip miles between Prince George (000) 000-0000 and Prince Rupert, BC. Please note be- low for special conditions and require- (special times) ments. Trip fee of $2,450 per car in- cludes railroad costs, hotels, some or email meals, fuel, and ground transportation. (email address) There is a 20–car limit. This is a NAR- COA–insured excursion, and all NAR- or COA rules will apply. For trip details contact Tom Phair, PO Box 664 Alamo, (information for second contact person.) CA 94507. Tel: (530) 713- 9582 or email [email protected]. Page 26 G THE SETOFF G November/December 2002

Southwest Railcar LimitedOhio Valley Railcars

Great Miami & Scioto Railroad Saturday November 2, 2002

Former B&O, C&O and DT&I lines which were so prevalent around Jackson, Ohio. OVRThis run will feature miles of welded rail along varied scenic locations punctuated by two tunnels. This run will be approximately 100 miles total. NARCOA and OVR rules and insurance requirements will apply. Registration deadline is October 15, 2002 with a 40-car limit. Contact Dave Verzi, 10059 Aldridge Drive, Columbia Station OH 44028. Tel: (440) 236-3374 (call between 7:00 and 9:00PM) or email [email protected].

Southwest RailcarPacific Limited Railcar Operators

Santa Cruz, Big Trees and Pacific. Saturday November 9, 2002

Run what is left of the Route of The Suntan Special. We will run uphill to Olympia PROand then run to town and cross Hwy 1 and go through the Mission Hill tunnel. We will run at least two trips and perhaps more if time allows. 20–car limit. Excursion coordinators: Marv Weber and Buck Frank. Send a check made out to PRO for $50 with a stamped, self –addressed envelope, your PRO Membership #, NARCOA Ins Excursion Calendar #, and Narcoa Exam # to Buck Frank, 21570 Summit Road, Los Gatos, CA 95033. NARCOA - cont. For more info contact either Marv Weber Tel: (831) 425–5467 or email [email protected] Buck Frank Tel: (408) 353.2288 or email [email protected].

Southern New Jersey Southwest RailcarSouthwestern Limited Rail Car Weekend (NERCA) November 9-10, 2002 California Western Saturday November 30, 2002 Great Smoky Mountain RR (TF) November 17, 2002 Saturday set on at Willits CA. Coordinator Pat Coleman, 1989 Robin Ridge Ct., SWRCWalnut Creek, CA 94596. Tel: (925) 979-1040 or email pat.coleman@mindspring. California Western (SWRC) com. Run fee and trip details to be announced.This is a NARCOA insured activity. November 30, 2002 All NARCOA insured and rulebook certified operators are welcome.

Great Smoky Mountains RR (TF) Canadian National Railroad December 31-January 1st 2003 July 15th - July 27, 2003

SWRC is pleased to sponsor a 13–day run over the CN July 15-27, 2003. Partici- SWRCpants will travel approximately 1,343 round–trip miles between Prince George and Prince Rupert, BC. Please note below for special conditions and requirements. Trip fee of $2,450 per car includes railroad costs, hotels, some meals, fuel, and ground transportation. There is a 20–car limit. This is a NARCOA–insured excursion, and all NARCOA rules will apply. For trip details contact Tom Phair, PO Box 664 Alamo, CA 94507. Tel: (530) 713- 9582 or email [email protected].

British Columbia Railroad July 29-August 7, 2003

SWRCis pleased to sponsor a 10–day run over BC Rail July 29-August 7, 2003 SWRCParticipants will travel approximately 922 round–trip miles between Prince George and North Vancouver, BC. Please note below for special conditions and require- ments. Trip fee of $2,250 per car includes railroad costs, hotels, fuel, and ground transportation. There is a 20–car limit. This is a NARCOA–insured excursion, and all NARCOA rules will apply. For trip details contact Tom Phair, PO Box 664 Alamo, CA 94507. Tel: (530) 713- 9582 or email: [email protected].

Canadian National Railroad August 10-16, 2003

SWRC is pleased to sponsor a 7–day run over the CN Aug. 10-16, 2003. Partici- SWRCpants will travel approximately 638 round–trip miles between Hinton and Grande Prairie, Alberta. Please see below for special conditions and requirements. Trip fee of $1,695 includes railroad costs, hotels, some meals, fuel and ground transporta- tion. There is a 20–car limit. This is a NARCOA–insured excursion, and all NARCOA rules will apply. For trip details contact Tom Phair, PO Box 664 Alamo, CA 94507. Tel: (530) 713- 9582 or email: [email protected]. THE SETOFF G November/December 2002 G Page 27

Southwest RailcarSouthwestern Limited Rail Car - cont.

Special notes for Canadian Rail Tours - 2003: (1.) $500 deposit required to hold your reservation - balance due April 1, 2003. (2.) Deposits are refundable until March 31, 2003. (3.) A radio capable of transmitting and receiving on NARCOA frequency of 151.625 Mhz is required to be installed in all cars. Portable hand held models are not acceptable. (4.) Seat belts are required by railroad. (5.) All turn- tables must meet AAR requirements of 2 1/2" inch lift above the railhead. Special rules applicable to safety issues for above runs will be posted with individual runs. Further details available at http://www.southwest-railcar.org or by contacting Tom Phair.

Southwest RailcarTom Limited Falican, Individual

Great Smoky Mountain Railroad November 17, 2002

Bryson City, North Carolina to Andrews, we will eat lunch in Andrews while our TFmotorcars are on display for the townspeople to see, then upon our return to Bryson there is the possibility of a trip to Whittier and back. On the afternoon and early evening of the 16th you are all invited to Rail Dawg's birthday party to be held at the Rail Dawg Shop. We will be having some of that famous spaghetti sauce at the party! All NARCOA rules apply, insurance card, certificate card and rulebook all must be shown. All belt driven cars will be towed over the Red Marble Gap Excursion Calendar grade. There is a limit of two Hy–rails per event. We are taking a smaller number NARCOA - cont. of cars this year, so get your check in soon! Cost is $60. Make check payable to Tom Falicon and mail to 1227 Sawmill Creek Rd., Bryson City NC 28713 Tel: (828) 488-8063 eves, or email [email protected]. Hudson Bay RR (WF) July 3-13, 2003 Great Smoky Mountains Railroad December 31, 2002 & January 1st 2003 Canadian National RR (SWRC) July 15-27, 2003 TFBryson City, NC - After a complimentary meal served at the Bryson City Station from 3 to 5pm, we will ride into the New Year’s Eve Night to Wesser and back. For New British Columbia RR (SWRC) Year's Day we have been given permission to ride the entire line! We will run from July 29-August 7, 2003 Bryson to Dillsboro then back through Bryson and on to Andrews and back. We will stop for a tasty lunch somewhere along the way, at a location that is yet to be British Columbia RR (PRO) determined. All NARCOA rules will apply, insurance card, certificate card and rulebook September 6 - 21, 2003 must all be shown. All belt driven cars will be towed over the Red Marble Gap grade. There is a limit of two Hy-rails per event. We will not be splitting into two groups this year since we are taking a smaller number of cars this year. Get your check in early; the event will be sold out quickly! Cost is $60 for one day or $85 for both days make check payable to Tom Falicon and mail to 1227 Sawmill Creek Rd., Bryson City NC 28713 Tel: (828) 488-8063 eves or email [email protected].

Southwest RailcarWilderness Limited Tours LLC

Hudson Bay Railroad July 3-13, 2003

WT is pleased to sponsor a 12–day run over the HBR (former Canadian National WTRailway) Nov. July 3-13, 2003. Participants will travel approximately 186 miles round–trip miles between Cranberry Junction to Lynn Lake, 219 round–trip miles Lynn Lake to Flin Flon, 36 round–trip miles Flin Flon to Cranberry Junction, 230 round–trip miles The Pas to Thompson, 158 round–trip miles Thompson to Gillam, 183 round–trip miles , Gillam to Churchill, 183 round–trip miles Churchill to Gillam, 158 round–trip miles Gillam to Thompson, and 230 round–trip miles Thompson. This excursion will be in two parts: first the Lynn Lake line, second the Churchill portion. Extra fare tours July 9-10 at The Pas to see Beluga Whales, Fort Churchill, Polar Bear Jail, etc. Price is yet to be determined. This is a NARCOA–insured excur- sion, and all NARCOA rules will apply. For trip details Hank Brown Tel: (608) 839- 4939 or email wilderness @inxpress.net . Page 28 G THE SETOFF G November/December 2002

Vintage

Rick Leach sends along this series of correspondence from the Northern Pacific shops at South Tacoma. THE SETOFF G November/December 2002 G Page 29 Page 30 G THE SETOFF G November/December 2002

(cont. from page 24) Special 1, Mak HP 13, Engine Trailer, frame type to haul your no glass, and no lights. Engine is free #82573. Car in running order and all speeder to meets. This trailer is all and complete. Needs water con- in original form as when retired from steel, 6ft.x 6ft. plus the tongue, small denser replaced. $3500. C-7 - Open the High Point, Thomasville & Denton enough to easily pull behind your car, car, no front or roof, no seats, all new RR Co. Also an original turntable goes yet big enough for an MT-14. It has a paint, new sheet metal, brakes, and with car however one piece of turn- 2000–lb. axle, 2–inch ball hitch, 4– wire. Buy car without the ROC en- table is missing. Price is $2150 for wire flat connector for all DOT lights, gine for $1,500 or with the ROC en- both items. Ray Hinkle, P.O. Box hand winch for easy loading, brand gine for $2,500. Both cars are located 1127, Welcome NC 27374. Tel: new this spring 13–inch radial tires in Washington State. Looking to buy (336) 731-4231 or email: Hinklehere and wheels, a mounted spare tire, or trade for M-9. Bruce Ferguson, @aol.com. JF03 and it is titled. Color is dark blue. 1257 Dunlap Dr, Freeland WA 98249. Asking $850, located in Colorado Tel (360) 331-1012 or email: Heavy-duty pushcart, Nolan Springs CO. For more info Tel: (719) [email protected]. JF03 10,000 lbs capacity, with diamond 598-9528 or email me for pictures at step plate platform. Currently has a [email protected]. ND02 Restored MT19-A Cab Body – wooden (back–to–back) passenger Professionally restored Canadian Pa- seat installed (easily removed with MT-19 and trailer - retired Cana- cific fiberglass cab body. Repainted four bolts). Car is in like new condi- dian National (133-33) Fairmont mo- yellow using acrylic urethane paint. tion except for paint and needed mi- tor-car. Car is in excellent running New door hinges and lockable door nor brake work. $400 firm. Delivery con-dition. Equipped with tow bar, handles have also been within a 300–mile radius of Washing- brake light, fire extinguisher and lots installed. Includes most glass and ton DC is possible. Gene Tucker, 1004 of new parts, such as wiper motors, gaskets. Selling price is $1,000. North Kentucky St, Arlington VA glass, plexiglas, fuel pump, gas tank Also available is a tilt–bed flat wood 22205. Tel: (703) 533-0433, or and shield. Two new rear wheels and deck trailer for $700. Take both as email: [email protected]. JF03 brakes. Trailer is 1 year old. Meets all package for only $1,500. Donn specifications for NARCOA motorcar Sanford, 210 Swarthmore Court, Wood- Fairmont A5 motorcar, 1955 ex- excursions, current valid inspection stock IL 60098-7879. Tel: (815) 337- SAL open car. Rebuilt Waukesha four- sticker. Eastern Kentucky. Price is 2323 or email: donn @mc.net. ND02 cycle engine, reworked transmission $3500 OBO. Contact David Webb and clutch. Car's body was redone/ 2707 Northview Road Ashland, Ken- Fairbanks-Morse 40-B Railroad repainted four years ago. Car is in ex- tucky 41101, telephone (606) 324- Motor Car, two cylinder air-cooled cellent condition throughout. $3,500 8005 or email [email protected]. engine, friction drive. Car in running firm. Delivery possible within 300- ND02 order and all in original form as when mile radius of Washington DC. Gene retired from the Winston-Salem Tucker, 1004 North Kentucky St, Ar- Headlight mounting brackets - Southbound Railway. Also an origi- lington VA 22205. Tel: (703) 533- New sets for headlight mounting, part nal turntable goes with car. Price is 0433 or e-mail: [email protected]. numbers 41000 & 41001. Price is $20 $2150 for both items. Ray Hinkle, P.O. JF03 each plus S/H. Contact Carey Boney Box 1127, Welcome NC. 27374. Tel: 1605 Powers Road Wallace, NC 28466 (336) 731-4231 or email: Hinklehere Sheffield Velocipede - museum Tel: (910) 285-7489. JA02 @aol.com. JF03 quality and condition. This velocipede has been displayed indoors for sev- Fairmont MT-19 with tilt trailer - Hy-Rail for three quarter–ton eral years. All original except for the This car has been carefully restored truck Mitchell model 1010 HD Hy- third wheel extension arm, that had to railroad specifications. Original draulic with five 19.5–inch wheels to be replaced. Pictures are available; Onan CCKB overhauled in 1998, new $3,500. Raftna hydraulics with five please send a self-address stamped carburetor, new bearings at all cor- 19.5–inch wheels $3,000. Fairmont envelope, and one dollar to cover cost ners, good wheels and brakes. Car 0307, manual $800. Model 40 Burro of pictures. Asking price is $3,750 or has a unique original Canadian Na- Crane parts. Geismar Thermite weld best reasonable offer. Frank Butler, tional fiberglass cab, first aid box and shear $1,000. Racine Rail drill $300. 66 Richard Terrace, Red Bank NJ decals. NARCOA safety equipment All prices in US funds.Tony 07701. Tel: (732) 747-2546. JF03 added includes a fire extinguisher, Andrusevich, RR #1 Hamilton horns, seat belts, tow bar, and brake Ontario, Canada L0R 1P0 or evenings Available, parts for C-5 and C-8 light. Car was operated around Wis- Tel: (905) 692-5949. ND02 carburetors. Also available are parts consin area and on the LS&I trips with for Hy-Duty and Weatherseal timers. no problems. A very reliable car that Fairmont Railway Motor Car Mas- We will also rebuild carburetors or is ready for the summer of 2002. Also ter M2 and a predecessor to S2 style. timer for you. Carey Boney, 1605 included is a Falcon heavy–duty tilt– Belt driven, 20” wheels, metal front Powers Rd, Wallace NC 28466. Tel: bed trailer with 14" wheels, mechani- with 2 windows, metal running (910) 285-7489 or email: cal winch on the front for easy load- boards, 8 HP, Type HP QBA,Group E, [email protected]. JF03 ing of speeder. $4,000 will get you a nice ride with trailer for trans- porting. Contact Mark Preussler Tel: (920) 565–2183 or email [email protected]. JA02 THE SETOFF G November/December 2002 G Page 31

Wanted North American Railcar Operators Association Gang work trailer - with brakes and (NARCOA) in good condition, or the plans for a gang trailer, need is for museum op- OFFICERS erations. Please contact James Gar- Pres. – Tom Falicon V. Pres. – Ken Annett ner, 1746 Gumtree Drive Orange Park FL 32073. Tel: (904) 264-5564 or Sec. – Joel Williams Treas. – Tom Norman email: [email protected]. MA03 Board of Directors

Fairmont Hy-Rail gear - From the Area 1 Area 7 1940’s – 50’s era. I am restoring a (ME, NH, VT, NY, MA, CT, RI) (ND, SD, NE, IA) 1951 Willys-Jeep Wagon with a Warren Riccitelli Carl Schneider Fairmont A31 series-A and a Willys- 39 Brookside Avenue 1302 – 6th Avenue S.E. Jeep truck with a Fairmont A30 se- North Providence RI 02911 Altoona IA 50009 ries-A. Looking for period correct on Area 2 Area 8 track mechanism for each. Refer to (NJ, PA, DE, MD) (Canada) Fairmont bulletin #645 and #760. Joel Williams Ken Annett Please visit our website at Box 82 3483Church Street www.willysamerica.com for photos. Greendell NJ 07839 Windsor ONT N9E–1V6 Any information, part or pieces, old Area 3 photos or literature is appreciated. Area 9 (IN, OH, MI) (CO, KS, MO, AR, LA, TX, OK) Contact Paul Barry Box 538 Cazadero, Stan Conyer Jim McKeel CA 95421. Tel: (707) 632-5258. 9333 West State Road, 46 9742 Yosemite Ct. MA03 Columbus IN 47201 Wichita KS 67215

MT19 or MT14 wanted that is ready Area 4 Area 10 (WV, VA, KY NC, SC, TN) to roll. I have a trailer for transpor- (WA, OR, ID, MT, AK, WY) Tom Falicon Tom Norman tation and might be willing to pickup. 1047 Terrace View Drive Please send all details to Steve 1227 Sawmill Creek Road Bryson City NC 28713 Alberton MT 59820 Nichols P.O. Box 13373 Odessa TX 79768-3373 or email snichols Area 5 Area 11 @marshil.com. MA03 (MS, AL, GA, FL) (CA, NV, UT, AZ, NM, HI) Bobby Moreman Pat Coleman 3520 Cold Springs Lane 191 La Serenna Ave The City of Armstrong, British Colum- Alamo CA 94507 bia is searching for a “Strong Arm” Chamblee GA 30341 turntable. They require this equip- Area 6 Recording Secretary ment to press into service rolling (MN, WI, IL) Lee Wilhite stock, steam locomotive and MOW Pat Rock 8505 E. County Rd. 300 S. equipment. If you have ideas where 500 Sommers Street Plainfield IN 46168 Stevens Point WI 54481 this type of turn table could be lo- Director at Large cated, please help by contacting Mary Director at Large (Non–voting) Jong Tel: (250) 546-8155 or email, (Non–voting) Dave Verzi armstrong [email protected] or or Mark Springer 10059 Aldridge Drive Margaret Hope Tel: (604) 320-7613 143 North Arcadia Columbia Station OH 44028 or email mhope@lions gate.ca. Wichita KS 67212 ND02 Committee Chairs: Insurance – Tom Norman Person to overhaul/repair Judiciary – Doug Stivers Fairmont ROC engine with low Safety - Bobby Knight compression. Must live in Midwest re- Rules – Jim McKeel gion. Please call for further details if FRA & Railroad Liaison – Ron Zammit interested. Stan Rankin, 1212 Foot- hill Drive Champaign IL 61821-5618 THE SETOFF Operations Tel: (217) 352-2705. ND02 Jan Taylor Hank Brown 917 Park View way 622 Oak Street MCCA’s SPEEDER – Volumes 1 -7 Missoula MT 59803 Cottage Grove WI 53527 and volumes 11 and 12. Also looking Nominations Rule Book for NARCOA’s THE SETOFF 1988 – Elections CertificationTest summer issue. Please, if you have any Carl Anderson Al McCracken or all of these issues I will pay for 1330 Rosedale Ln. 2916 Taper Avenue copying and postage or I will buy your Hoffman Estates IL 60195 Santa Clara CA 95051 original issues and pay your postage. Legal Forms NARCOA Web Master Larry Hileman, PO Box 63 Terra Alta Mark Springer and Communications WV 26764 or Tel: (304) 789-6942 or 143 N. Arcadia Rich Stivers Email [email protected]. NO02 Wichita KS 67212 1548 Fuchsia Dr. San Jose CA 95125–4833

NARCOA Licensed Radio Call Sign WPHT745 – 151.625 mHz Page 32 G THE SETOFF G November/December 2002

Rick Leach Thanks to All Who Have Tom Schmieder Bruce Ferguson Jeremy Winkworth

Keith Mackey Contributed. Ralph Shaffer David Calwell

Frank Hubley Dave

Sigafoose

Ken Huffines John Todd

You Are the Pat Coleman

Morvay Sam Powers

Paula Stamp Bruce Carpenter Light of John Kook Charlene & Jim Brian Banta

BJ King Dave Verzi NARCOA.

Elizabeth Hieronymus

Mike Woodburn Wayne Parsons Stan Conyer

Jaime Samuell

Doug Jensen Norm George

Jim Appleby

Steve Bittinger

Al McCracken

Terry Bordon Don Piercy

Beck Jon Kirchanski Marg Hope

Jonna Kay

Jim McKeel Tom Norman John Chase

Milt Clark Mark Springer

Jack Hoover

Bill Taylor

Spicer Roger Sackett

Jim & Pat

Nic Doncaster Ron Zammit

Jordan

Tom Slivka Jon & Calleen

Chuck White

Rick Tinsley

Chris Seppler

Darron Doss

Paul Rujak